Corridor connection
Encyclopedia
A Corridor connection (or Gangway connection) is a flexible connector fitted to the end of a railway coach to enable passage from one coach to another without falling out of the train.
(LNWR) was the first British railway to provide passengers with the means to move from one coach to another whilst the train was in motion. In 1869 the LNWR built a pair of saloons for the use of Queen Victoria; these had six-wheel underframes (the bogie
coach did not appear in Britain until 1874), and the gangway was fitted to only one end of each coach. The Queen preferred to wait until the train had stopped before using the gangway.
In 1887, George M. Pullman introduced his patented vestibule cars
. Older railroad cars had open platforms at their ends, which was used both for joining and leaving the train, but could also be used to step from one car to the next. This practice was dangerous, and so Pullman decided to enclose the platform to produce the vestibule. For passing between cars, there was a passageway in the form of a steel-framed rectangular diaphragm mounted on a buffing plate above the centre coupler. The vestibule prevented passengers from falling out; it protected passengers from the weather when passing between cars; and in the event of an accident, the design was such that the cars were less likely to override each other, and so the risk of telescoping
was much reduced. Pullman's vestibule cars were first used in 1887; amongst the first to use them was the Pennsylvania Railroad
on the Pennsylvania Limited service to Chicago.
The Great Northern Railway
introduced the Gould-design gangway connection to Great Britain in 1889, when E.F. Howlden was Carriage and Wagon Superintendent.
On 7 March 1892, the Great Western Railway
(GWR) introduced a set of coaches on their to Birkenhead
service; it was the first British side-corridor train where a corridor connection was provided between all the coaches, and was to the design of William Dean. The purpose was not to enable passengers to move around the train, but to allow the guard to reach any compartment quickly; electric bells were provided so that he could be summoned. When the guard was not so required, he kept the communicating doors locked; passengers could still use the corridor within the coach in order to reach the toilet. The gangway connections of the early GWR corridor coaches were offset to one side. Some coaches intended for use at the ends of trains had the gangway connection fitted at only one end. The GWR introduced restaurant cars in 1896; corridor connections were fitted, but passengers wishing to use the restaurant car were expected to board it at the start of their journey, and remain there: the gangway connections were still not for public use.
On 17 May 1923, the GWR introduced some new coaches on their South Wales services; some of these coaches had British Standard gangway connections and screw couplers as used on many other GWR coaches; some had Pullman-type gangway connections and Laycock "buckeye" couplers; and there were some with one type at one end, and the other end having the other type. In 1925 the GWR started to use the "suspended" form of gangway connection instead of the "scissors" pattern. From 1938, GWR coaches which were expected to need coupling to LNER or SR coaches were fitted with gangway adaptors, to allow the dissimilar types to be connected.
From the beginning, the London, Midland and Scottish Railway
used the British Standard type of corridor connector, in its "scissors" pattern as used by the GWR. Some coaches which needed to run on to LNER or SR lines were given gangway adaptors, so that coaches fitted with the Pullman gangway could be coupled safely.
On the formation of British Railways on 1 January 1948, it was decided to produce a new range of standard coaches, instead of perpetuating existing designs; however, the new types needed to be compatible with the old. Two of the pre-BR companies (the GWR and the London, Midland and Scottish Railway
) favoured the British Standard gangway, whereas the other two (the London and North Eastern Railway
and the Southern Railway
used the Pullman type. In the design of their new Mark 1 coaches
, British Railways decided to standardise on the Pullman type in view of its resistance to telescoping
. These gangways consisted of a flat steel plate, having a large aperture for the passageway; at the bottom it was rivetted to the buffing plate, whilst the top was supported on the coach end by two telescopic spring units. On the coach end was a wooden doorframe; this was connected to the faceplate by a flexible diaphragm made from plasticised asbestos
. When two coaches were coupled, a curtain was used to cover the inside surfaces of the diaphragms and faceplates. The doorframe was fitted with a lockable door, of either sliding or hinged type, depending on the interior layout of that end of the coach.
(LNER) decided that from the start of their summer timetable on 1 May 1928, the Flying Scotsman
service would run non-stop over the 392.7 miles (632 km) between and . The locomotives to be used were of that railway's class A1
, and the schedule was for the journey to be completed in hours. This was too long to allow a single crew to handle without rest; means were therefore sought by which the crew could be changed at approximately the half-way point.
The LNER's locomotive design team, headed by Nigel Gresley
, produced a new design of tender which was slightly longer than the old, but built as high and wide as possible without compromising the loading gauge
. A passageway was incorporated along the right-hand side, and at the rear end a Pullman type gangway connection was fitted, together with a buckeye coupler, both of which were compatible with LNER coaches; the gangway was of concertina pattern, and was pressed against the corresponding gangway on the leading coach by means of sprung pistons. Although a normal gangway connection was used, the passageway through the tender was only 5 feet (1.52 m) high and 18 inch (0.4572 m) wide, and the floor of the passage was 2 foot (0.6096 m) above the bottom of the water tank, giving a high step at both ends. The passageway was illuminated by a single circular window in the tender rear panel, placed high up and to the right of the corridor connection. Ten of these tenders were placed in service between April and September 1928, of which three were attached to new locomotives of Class A3; two were attached to existing Class A3 locomotives, and five attached to Class A1 locomotives. The design was patented by Gresley in August 1928.
In service, the relief crew travelled in the front coach of the train, and as the train approached the half-way point, they left their seats and made their way forward through the corridor tender to the locomotive cab. On their arrival, the previous crew then handed over the controls and went back to the seats in the train which had been vacated by the relief crew.
Another corridor tender was built in 1929 for use with the new Class W1
4-6-4 no. 10000; four more were built in 1935 with the first four locomotives of the new Class A4
, and a final seven were built with the 1937 batch of Class A4 locomotives, making a total of 22. The original ten were reconditioned in 1936–7 and attached to other Class A4 locomotives. In May 1948, the 1929-built corridor tender was transferred to a locomotive of Class A4, after which all 22 remained with this class until withdrawal.
In the USA, the Milwaukee Road class A
4-4-2s of 1935 built for the 6½ hour Hiawatha
express also used a corridor tender.
Coaches
The London and North Western RailwayLondon and North Western Railway
The London and North Western Railway was a British railway company between 1846 and 1922. It was created by the merger of three companies – the Grand Junction Railway, the London and Birmingham Railway and the Manchester and Birmingham Railway...
(LNWR) was the first British railway to provide passengers with the means to move from one coach to another whilst the train was in motion. In 1869 the LNWR built a pair of saloons for the use of Queen Victoria; these had six-wheel underframes (the bogie
Bogie
A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is a chassis or framework carrying wheels, attached to a vehicle. It can be fixed in place, as on a cargo truck, mounted on a swivel, as on a railway carriage/car or locomotive, or sprung as in the suspension of a caterpillar...
coach did not appear in Britain until 1874), and the gangway was fitted to only one end of each coach. The Queen preferred to wait until the train had stopped before using the gangway.
Vestibuled train
A vestibuled train is a passenger train whose cars have enclosed vestibules at their ends, in contrast to the open platforms on early cars. Typically, a vestibule has doorways on either side to allow passenger egress at stations, a door into the body of the car, and, at the end of the car, a...
. Older railroad cars had open platforms at their ends, which was used both for joining and leaving the train, but could also be used to step from one car to the next. This practice was dangerous, and so Pullman decided to enclose the platform to produce the vestibule. For passing between cars, there was a passageway in the form of a steel-framed rectangular diaphragm mounted on a buffing plate above the centre coupler. The vestibule prevented passengers from falling out; it protected passengers from the weather when passing between cars; and in the event of an accident, the design was such that the cars were less likely to override each other, and so the risk of telescoping
Telescoping (railway)
In a railway accident, telescoping occurs when the underframe of one vehicle overrides that of another, and smashes through the second vehicle's body...
was much reduced. Pullman's vestibule cars were first used in 1887; amongst the first to use them was the Pennsylvania Railroad
Pennsylvania Railroad
The Pennsylvania Railroad was an American Class I railroad, founded in 1846. Commonly referred to as the "Pennsy", the PRR was headquartered in Philadelphia, Pennsylvania....
on the Pennsylvania Limited service to Chicago.
The Great Northern Railway
Great Northern Railway (Great Britain)
The Great Northern Railway was a British railway company established by the Great Northern Railway Act of 1846. On 1 January 1923 the company lost its identity as a constituent of the newly formed London and North Eastern Railway....
introduced the Gould-design gangway connection to Great Britain in 1889, when E.F. Howlden was Carriage and Wagon Superintendent.
On 7 March 1892, the Great Western Railway
Great Western Railway
The Great Western Railway was a British railway company that linked London with the south-west and west of England and most of Wales. It was founded in 1833, received its enabling Act of Parliament in 1835 and ran its first trains in 1838...
(GWR) introduced a set of coaches on their to Birkenhead
Birkenhead Woodside railway station
Birkenhead Woodside was a railway station at Woodside, in Birkenhead, on the Wirral Peninsula, England.-Background:Birkenhead Woodside railway station was opened on 31 March 1878 to replace the increasingly inadequate passenger facilities provided at Birkenhead Monks Ferry station.It was built...
service; it was the first British side-corridor train where a corridor connection was provided between all the coaches, and was to the design of William Dean. The purpose was not to enable passengers to move around the train, but to allow the guard to reach any compartment quickly; electric bells were provided so that he could be summoned. When the guard was not so required, he kept the communicating doors locked; passengers could still use the corridor within the coach in order to reach the toilet. The gangway connections of the early GWR corridor coaches were offset to one side. Some coaches intended for use at the ends of trains had the gangway connection fitted at only one end. The GWR introduced restaurant cars in 1896; corridor connections were fitted, but passengers wishing to use the restaurant car were expected to board it at the start of their journey, and remain there: the gangway connections were still not for public use.
On 17 May 1923, the GWR introduced some new coaches on their South Wales services; some of these coaches had British Standard gangway connections and screw couplers as used on many other GWR coaches; some had Pullman-type gangway connections and Laycock "buckeye" couplers; and there were some with one type at one end, and the other end having the other type. In 1925 the GWR started to use the "suspended" form of gangway connection instead of the "scissors" pattern. From 1938, GWR coaches which were expected to need coupling to LNER or SR coaches were fitted with gangway adaptors, to allow the dissimilar types to be connected.
From the beginning, the London, Midland and Scottish Railway
London, Midland and Scottish Railway
The London Midland and Scottish Railway was a British railway company. It was formed on 1 January 1923 under the Railways Act of 1921, which required the grouping of over 120 separate railway companies into just four...
used the British Standard type of corridor connector, in its "scissors" pattern as used by the GWR. Some coaches which needed to run on to LNER or SR lines were given gangway adaptors, so that coaches fitted with the Pullman gangway could be coupled safely.
On the formation of British Railways on 1 January 1948, it was decided to produce a new range of standard coaches, instead of perpetuating existing designs; however, the new types needed to be compatible with the old. Two of the pre-BR companies (the GWR and the London, Midland and Scottish Railway
London, Midland and Scottish Railway
The London Midland and Scottish Railway was a British railway company. It was formed on 1 January 1923 under the Railways Act of 1921, which required the grouping of over 120 separate railway companies into just four...
) favoured the British Standard gangway, whereas the other two (the London and North Eastern Railway
London and North Eastern Railway
The London and North Eastern Railway was the second-largest of the "Big Four" railway companies created by the Railways Act 1921 in Britain...
and the Southern Railway
Southern Railway (Great Britain)
The Southern Railway was a British railway company established in the 1923 Grouping. It linked London with the Channel ports, South West England, South coast resorts and Kent...
used the Pullman type. In the design of their new Mark 1 coaches
British Railways Mark 1
British Railways Mark 1 was the family designation for the first standardised designs of railway carriages built by British Railways. Following nationalisation in 1948, BR had continued to build carriages to the designs of the "Big Four" companies , and the Mark 1 was intended to be the...
, British Railways decided to standardise on the Pullman type in view of its resistance to telescoping
Telescoping (railway)
In a railway accident, telescoping occurs when the underframe of one vehicle overrides that of another, and smashes through the second vehicle's body...
. These gangways consisted of a flat steel plate, having a large aperture for the passageway; at the bottom it was rivetted to the buffing plate, whilst the top was supported on the coach end by two telescopic spring units. On the coach end was a wooden doorframe; this was connected to the faceplate by a flexible diaphragm made from plasticised asbestos
Asbestos
Asbestos is a set of six naturally occurring silicate minerals used commercially for their desirable physical properties. They all have in common their eponymous, asbestiform habit: long, thin fibrous crystals...
. When two coaches were coupled, a curtain was used to cover the inside surfaces of the diaphragms and faceplates. The doorframe was fitted with a lockable door, of either sliding or hinged type, depending on the interior layout of that end of the coach.
Travelling Post Office
Coaches built for the Travelling Post Office (TPO) services normally had their corridor connections offset to one side. There were two main reasons: there was a perceived security risk should these coaches be coupled to ordinary passenger-carrying coaches, the differing gangway positions minimising the risk of intrusion; and more space was available for sorting tables, the postal workers being able to walk in a straight line between vans without disturbing the sorters. A disadvantage was that when a van was added to a TPO train, it might need to be turned around before it could be used. After the formation of British Railways, most new Mark 1 TPO vans were provided with centre gangways, although a batch which were intended to work with older vans were given offset gangways. These were altered to the standard arrangement in 1973; until then, they had been the only BR Mark 1 gangwayed coaches not to have the Pullman gangway.Locomotives (corridor tenders)
The London and North Eastern RailwayLondon and North Eastern Railway
The London and North Eastern Railway was the second-largest of the "Big Four" railway companies created by the Railways Act 1921 in Britain...
(LNER) decided that from the start of their summer timetable on 1 May 1928, the Flying Scotsman
Flying Scotsman (train)
The Flying Scotsman is an express passenger train service that has been running between London and Edinburgh—the capitals of England and Scotland respectively—since 1862...
service would run non-stop over the 392.7 miles (632 km) between and . The locomotives to be used were of that railway's class A1
LNER Gresley Classes A1 and A3
The London and North Eastern Railway LNER Gresley Classes A1 and A3 locomotives represented two distinct stages in the history of the British 4-6-2 "Pacific" steam locomotives designed by Nigel Gresley...
, and the schedule was for the journey to be completed in hours. This was too long to allow a single crew to handle without rest; means were therefore sought by which the crew could be changed at approximately the half-way point.
The LNER's locomotive design team, headed by Nigel Gresley
Nigel Gresley
Sir Herbert Nigel Gresley was one of Britain's most famous steam locomotive engineers, who rose to become Chief Mechanical Engineer of the London and North Eastern Railway . He was the designer of some of the most famous steam locomotives in Britain, including the LNER Class A1 and LNER Class A4...
, produced a new design of tender which was slightly longer than the old, but built as high and wide as possible without compromising the loading gauge
Loading gauge
A loading gauge defines the maximum height and width for railway vehicles and their loads to ensure safe passage through bridges, tunnels and other structures...
. A passageway was incorporated along the right-hand side, and at the rear end a Pullman type gangway connection was fitted, together with a buckeye coupler, both of which were compatible with LNER coaches; the gangway was of concertina pattern, and was pressed against the corresponding gangway on the leading coach by means of sprung pistons. Although a normal gangway connection was used, the passageway through the tender was only 5 feet (1.52 m) high and 18 inch (0.4572 m) wide, and the floor of the passage was 2 foot (0.6096 m) above the bottom of the water tank, giving a high step at both ends. The passageway was illuminated by a single circular window in the tender rear panel, placed high up and to the right of the corridor connection. Ten of these tenders were placed in service between April and September 1928, of which three were attached to new locomotives of Class A3; two were attached to existing Class A3 locomotives, and five attached to Class A1 locomotives. The design was patented by Gresley in August 1928.
In service, the relief crew travelled in the front coach of the train, and as the train approached the half-way point, they left their seats and made their way forward through the corridor tender to the locomotive cab. On their arrival, the previous crew then handed over the controls and went back to the seats in the train which had been vacated by the relief crew.
Another corridor tender was built in 1929 for use with the new Class W1
LNER Class W1
The LNER W1 No. 10000 was an experimental steam locomotive fitted with a high pressure water-tube boiler...
4-6-4 no. 10000; four more were built in 1935 with the first four locomotives of the new Class A4
LNER Class A4
The Class A4 is a class of streamlined 4-6-2 steam locomotive, designed by Nigel Gresley for the London and North Eastern Railway in 1935. Their streamlined design gave them high-speed capability as well as making them instantly recognizable, and one of the class, 4468 Mallard, still claims the...
, and a final seven were built with the 1937 batch of Class A4 locomotives, making a total of 22. The original ten were reconditioned in 1936–7 and attached to other Class A4 locomotives. In May 1948, the 1929-built corridor tender was transferred to a locomotive of Class A4, after which all 22 remained with this class until withdrawal.
In the USA, the Milwaukee Road class A
Milwaukee Road class A
The Milwaukee Road class A comprised four high-speed, streamlined 4-4-2 "Atlantic" type steam locomotives built by ALCO in 1935-37 to haul the Milwaukee Road’s Hiawatha express passenger trains. They were among the last Atlantic types built in the United States, and certainly the largest and most...
4-4-2s of 1935 built for the 6½ hour Hiawatha
Hiawatha (passenger train)
The Hiawathas were named passenger trains operated by the Chicago, Milwaukee, St. Paul and Pacific Railroad , and traveled from Chicago to the Twin Cities in Minnesota. The original train takes its name from The Song of Hiawatha by Henry Wadsworth Longfellow...
express also used a corridor tender.